US5860401A - Bonded valve seat and method - Google Patents

Bonded valve seat and method Download PDF

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Publication number
US5860401A
US5860401A US08/804,456 US80445697A US5860401A US 5860401 A US5860401 A US 5860401A US 80445697 A US80445697 A US 80445697A US 5860401 A US5860401 A US 5860401A
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Prior art keywords
cylinder head
temperature
valve seat
metal
insert ring
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Expired - Fee Related
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US08/804,456
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English (en)
Inventor
Shuhei Adachi
Junichi Inami
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Yamaha Motor Co Ltd
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Yamaha Motor Co Ltd
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Assigned to YAMAHA HATSUDOKI KABUSHIKI KAISHA reassignment YAMAHA HATSUDOKI KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ADACHI, SHUHEI, INAMI, JUNICHI
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/22—Valve-seats not provided for in preceding subgroups of this group; Fixing of valve-seats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
    • B23K20/02—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating by means of a press ; Diffusion bonding
    • B23K20/023—Thermo-compression bonding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
    • B23K20/00—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating
    • B23K20/22—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating taking account of the properties of the materials to be welded
    • B23K20/227—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating taking account of the properties of the materials to be welded with ferrous layer
    • B23K20/2275—Non-electric welding by applying impact or other pressure, with or without the application of heat, e.g. cladding or plating taking account of the properties of the materials to be welded with ferrous layer the other layer being aluminium
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/36—Cylinder heads having cooling means for liquid cooling
    • F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/18—DOHC [Double overhead camshaft]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/241—Cylinder heads specially adapted to pent roof shape of the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis

Definitions

  • This invention relates to a method of bonding dissimilar metals and the resulting structure therefrom and more particularly to an improved method for forming a valve seat for a reciprocating machine such as an engine and the resulting valve seat.
  • a specific example of such an arrangement is the cylinder head of an engine.
  • an aluminum alloy is frequently used as the base casting material because of the higher heat conductivity and lighter weight of the base aluminum alloy.
  • a harder, more wear resistant material is employed in areas where wear is likely to incur, such as the valve seats.
  • sintered iron or other similar materials are utilized to form the valve seats of the engine.
  • FIG. 1 illustrates a section through a cylinder head having a press fit valve seat utilizing these two materials.
  • a cylinder head assembly is indicated generally by the reference numeral 21. Only a portion of the cylinder head assembly 21 is illustrated because the invention deals, as aforenoted, primarily with the connecting arrangement between the valve seat inserts and the base cylinder head material. Therefore, a cross-sectional view taken through a portion of the cylinder head that forms a portion of the combustion chamber will permit those skilled in the art to understand the problems associated with this basic type of prior art construction.
  • the cylinder head 21 has a lower sealing surface 22, that is adapted to be brought into sealing engagement with a cylinder block which is not shown so as to form a closure for the cylinder bores at one end thereof.
  • the surface 22 is interrupted by recesses 23 which cooperate with the cylinder bores and associated pistons to form the combustion chambers of the engine.
  • One or more exhaust ports 24 extend through one side of the base cylinder head material 25 and terminate in valve seats, indicated generally by the reference numeral 26.
  • Each valve seat 26 is comprised of a generally cylindrical machined recess 27 formed in the cylinder head material 25 and into which is pressed a valve seat insert 28.
  • the material of the cylinder head casting 25 will be aluminum or an aluminum alloy, while the valve seat insert 28 will be formed from a material that is harder and more wear-resistant, such as a sintered iron or the like.
  • a valve 29 is supported in a valve guide 31 in the cylinder head and is operated by a suitable actuating mechanism of any known type for opening and closing the valve seat 26 in a manner well known in the art.
  • a further intake passage 32 is formed also in the base cylinder head material 25 and has a valve seat insert 33 formed therein.
  • the valve seat insert 33 is assembled in the same manner as the exhaust valve seat and, therefore, further description of it is not required.
  • An intake valve 34 is supported in a valve guide 35 in the cylinder head material 25, and is also operated by a suitable valve actuating mechanism.
  • valve seat inserts 26 and 33 must be firmly attached in the cylinder head base material. There is a number of reasons for this. First, it must be ensured that the inserts do not fall out of the cylinder head when the engine is running. This would obviously cause serious damage to the engine.
  • a technique using a force fit has been employed for placing the inserts into the cylinder head. This is accomplished by forming the bores in which the insert rings are placed with a smaller diameter than the outer diameter of the insert ring. The cylinder head is then heated and/or the insert ring is chilled so that the thermal expansion will permit the insert to be forced into the bore of the smaller diameter.
  • the force fit must be such that when the engine becomes heated, the higher thermal expansion of the base cylinder head material will not cause the insert ring to become loosened, and fall out of its position. This requires an initial stress that is quite high.
  • the configuration of the ports are also dictated in large part by the dimensions of the insert ring.
  • the distance between adjacent valve seats must be kept relatively large so as to provide sufficient base cylinder head material between the valve seats to withstand the stresses required by the press fitting.
  • the resulting composition of the alloy at the interface can provide both metallurgical and physical properties that are not desirable.
  • the alloy may, in fact, impede the heat transfer, or can reduce the strength or wear resistance of the resulting structure.
  • This invention is adapted to be embodied in a method of metallurgically bonding two metals having substantially different melting points.
  • the method comprises the steps of forming pieces from the two metals and placing those pieces in surface-to-surface contact with each other. A pressure is then applied that tends to cause the pieces to move toward each other. Heat is applied, but the heat application is done in such a way that the temperature of the materials does not exceed the solidus temperature of the material having the lower melting point. This pressing and heating is continued until a metallurgical bond is formed.
  • Another feature of the invention is embodied in a cylinder head having at least one valve seat formed by the aforenoted method.
  • FIG. 1 is a cross-sectional view taken through a portion of a cylinder head having a conventional prior art pressed-in valve seat insert arrangement.
  • FIG. 2 is a cross-sectional view taken through a cylinder head having a valve seat construction manufactured in accordance with a method embodying the invention.
  • FIG. 3 is an enlarged view of the area encompassed by the circle 3 in FIG. 2, and shows the valve seat insert.
  • FIG. 4 is a cross-sectional view showing an apparatus for practicing the invention in a state immediately prior to the formation of the valve seat.
  • FIGS. 5-10 are a series of cross-sectional views showing the different phases in the bonding technique.
  • FIG. 5 shows the initial application of pressure
  • FIG. 6 shows the continued application of pressure and the initial application of heat.
  • FIG. 7 shows the continued application of pressure and heat and the continued formation of the bond and plastically deformed, work hardened.
  • FIG. 8 shows the completion of the heating phase and immediately prior to the discontinuance of the application of pressure.
  • FIG. 9 shows the final joint as removed from the pressing apparatus.
  • FIG. 10 shows the final machined valve seat.
  • FIG. 11 is an enlarged view of the area encompassed by the circle 11 in FIG. 7, and shows the stage during the bonding technique to explain more fully how the bonding is accomplished.
  • FIG. 12 is a graphical view showing the application of pressing force, the imposition of electrical energy for heating, and the sinking rate of the insert into the base cylinder head material in accordance with one heating and pressure method.
  • FIG. 13 is a graphical view showing the same parameters as FIG. 12, but shows a different technique.
  • FIG. 14 is a view showing the different cylinder head materials, their melting temperatures and the temperatures at which the components are heated during the bonding technique.
  • FIG. 15 is a graphical view showing the phase characteristics of the basic cylinder head material.
  • FIG. 16 is a graphical view taken through the finished joint and showing the different material characteristics therein.
  • FIG. 17 is a graphical view showing different cylinder head materials, like those shown in FIG. 14, and depicts the bonding strength thereof.
  • FIG. 18 is a graphical view showing the breakaway strength of resulting joints formed with certain techniques, both before and after subjecting of the bonded joint to a high temperature soak cycle, to show how the technique embodying the invention results in an improved joint that has high heat resistance.
  • FIG. 2 this illustrates a cross-sectional view taken through a cylinder head of an internal combustion engine and is, in part, similar to FIG. 1. While FIG. 1 shows an engine having only two or four valves per cylinder, FIG. 2 shows an engine having five valves per cylinder. This is because this invention is particularly adapted for use with multi-valve engines. This is possible because the valve seats formed in conjunction with the invention do not require as much space between adjacent valves because of the manner in which the seat is formed. Therefore, it permits the use of a larger number of valves per cylinder.
  • the cylinder head 41 includes a base cylinder head casting 42 which may be formed from an aluminum or aluminum alloy.
  • the basic material or alloy of the cylinder head 42 is preferably chosen from a group comprised of those aluminum alloys known in the Japanese Industrial Standard (JIS) as AC4C, AC4B or AC2B.
  • the cylinder head body 42 is formed with a lower surface 43 that is held in sealing engagement with an associated cylinder block in closing relationship with cylinder bores formed therein.
  • the surface 43 is formed with recesses 44 (only one of which is shown) which cooperates with the cylinder bores and the pistons therein to form the combustion chambers of the engine.
  • An intake passage arrangement 45 extends through one side of the cylinder head body 42 and terminates in three valve seats 46 formed in the combustion chamber recess 44 in a manner which will be described.
  • the passage 45 branches into individual ports 47 that terminate at these valve seats 46.
  • a series of intake valves are slidably supported in valve guides 49 in the cylinder head body 42 for cooperation with these valve seats 46 for opening and closing the communication of the intake ports 47 with the combustion chamber recess 44.
  • valve guides 49 in the cylinder head body 42 for cooperation with these valve seats 46 for opening and closing the communication of the intake ports 47 with the combustion chamber recess 44.
  • valve placement is of the type described in U.S. Pat. No. RE 33,787, reissued Jan. 7, 1992, in the name of Masaki Yoshikawa, and assigned to the Assignee hereof. Again however, this is merely one of many types of valve arrangements with which the invention may be utilized.
  • Valve springs 51 cooperate with keeper retainer assemblies 52 fixed to the upper ends of the stems of the valves 48 for urging them to a closed position in which they seat with the valve seats 46.
  • Thimble-type tappets 53 are supported in bores 54 in the cylinder head body 42. These tappets 53 are operated by an intake camshaft 55 that is appropriately journaled in the cylinder head body 42. This intake camshaft 55 is driven in a known manner from the crankshaft of the engine for opening and closing the valves 48 in the desired time sequence.
  • a pair of exhaust passages 56 extend through the side of the cylinder head body 42 opposite to the intake passage 45.
  • Valve seats 57 also formed in accordance with the invention as will be hereinafter described, are formed at the termination of these exhaust passages 56.
  • the valve seats 46 and 57 may be positioned quite close together, separated by a small body 58 of the cylinder head body 42. This is because the methodology in conjunction with the invention permits a high bonding strength, and does not place any undue stresses on the base cylinder head material.
  • Exhaust valves 59 are supported in exhaust valve guides 61 held in the cylinder head body 42.
  • the exhaust valves 59 are urged to a closed seating arrangement with the valve seats 57 by coil compression springs 62.
  • the springs 62 act against the cylinder head and keeper retainer assemblies 63 that are affixed to the upper ends of the stems of the exhaust valves 59.
  • Thimble tappets 64 are supported in bores 65 formed in the cylinder head body 42. These thimble tappets 64 are operated by an exhaust camshaft 66.
  • the exhaust camshaft 66 like the intake camshaft 55, is rotatably journaled in the cylinder head body 42 in a suitable manner and driven at one-half crankshaft speed.
  • FIG. 3 is an enlarged cross-sectional view taken through one of the intake valve seats 46 and illustrates how the valve seats appear in somewhat of a metallurgical-type cross-section.
  • each valve seat 46 is formed from an insert ring, indicated generally by the reference numeral 67 which is bonded in place into the basic cylinder head material 42 by a technique that will be described.
  • These insert rings 67 are formed preferably from a sintered iron or other ferrous sintered material. This material is chosen because of its high strength and high wear resistance.
  • the solidus temperature of this material may be as high as 1080° C. with an even higher melting point. It also has a phase change which will occur at a temperature at about 838.3° C. The significance of this will be as described later.
  • the base cylinder head material 42 is formed from aluminum or an aluminum alloy. These alloys may be of the type aforenoted, i.e., JIS AC4C, AC4B or AC2B. These materials have substantially lower melting points than that of the insert ring 67 and have solidus temperatures respectively of 555° C., 520° C. and 520° C. Again, the significance of this will be as described later.
  • the insert ring 67 has an outer peripheral surface defined by a pair of angularly inclined portions 68 and 69 which meet along a line.
  • the inner surface thereof when final machine is formed of three angularly inclined portions 71, 72 and 73, the shape of which may be dictated only by the desired configuration of the valve seating surface and flow passage going thereto. Because of this invention, the seating areas of the insert ring 67 which form the valve seat 46 may extend for a distance only slightly greater than the seating surface of the associated valve.
  • an apparatus shown in FIG. 4 and identified by the reference numeral 75 is employed. This type of apparatus is described in more detail in co-pending application Ser. No. 08/636011, Filed Apr. 22, 1996 and assigned to the assignee hereof.
  • the apparatus 75 is of a type normally utilized for welding, but may also be used for applying a lesser amount of heat than used in welding and also for applying pressure to the components.
  • the base cylinder material 42 is formed with a bore 76 in which the valve guides 49 and 61 of the intake and exhaust valves 48 and 59, respectively, are positioned.
  • a guide post 77 is positioned in this bore 76 and extends through the passage opening of the respective exhaust or intake passages.
  • the insert rings 67 are placed around this guide post 77 and have a surface, indicated at 78 in FIGS. 5-9, which is complementary to and engaged with a pressing surface 79 of a pressing mandrel 81.
  • the mandrel 81 has a bore 82 that permits it to be slid over the guide post 77 and guided for its movement thereby.
  • a press element 83 engages the mandrel 81 and urges it along the post 77 to perform the pressing operation which will be shortly described.
  • the apparatus 75 is also electrically connected so that a polarity is applied to the mandrel 81 and to the base cylinder head material 42 so as to define an electrical path that passes through the mandrel surface 79, the insert ring 67 and the base cylinder head material 42.
  • This electrical current is controlled so that during the pressing operation the temperature of the base cylinder head material 42 does not exceed its solidus temperature.
  • the temperature is in a range of temperatures, as will be described by particular reference to FIG. 14, which may extend downwardly from the solidus temperature over a range of 100 or more degrees Celsius (100°). These specific temperatures will be described later by reference FIG. 14.
  • FIG. 5 shows the configuration of the insert ring 46 so that its external surfaces which has as been noted comprised of a pair of angularly related parts 68 and 69 which meet at a point 86.
  • This point 86 contacts the surface 87 of the base cylinder head material 42 which has appropriately machined cavity to receive the initial contact.
  • a pressure is then applied to the mandrel 81 so that its surface 79 engages the insert ring surface 78 and begins the pressing operation.
  • the press 83 has configured with it a gage that can measure the degree of sinking of the insert ring 46 into the cylinder head material 42. The rate of sink is also indicative of the bonding temperature that exists and can be utilized to monitor the pressing operation and application of heat so that the solidus temperature of the base cylinder head material 42 is not exceeded.
  • FIG. 11 shows an enlarged cross-sectional view and indicates how the plastic deformation layer 88 is formed.
  • the layer 88 is still primarily in a solid, but plastic state so that there will be no real melting of the material. This is because the temperature is maintained below the solidus temperature.
  • the resulting and remaining material that will bond the insert ring 67 to the cylinder head 42 is basically the same material as the cylinder head body 42, but it is only work hardened. Again, this will be described by reference to FIG. 16.
  • FIG. 9 shows the appearance at the finish of the bonding step when the mandrel 81 and guide post 77 are removed.
  • the cylinder head is then machined in a conventional fashion so as to form the resulting valve seat 46 as seen in FIG. 10 with only the work hardened plastic deformation area 74 remaining which is the result of the area referred to as the plastic deformation layer 88.
  • the impurities which may have been extruded at the area shown at 89 in FIG. 7 are removed by the finish machining process so that a metallurgically pure joint will result.
  • FIG. 12 shows one type of technique that can be employed for changing the pressure and the current during the bonding technique.
  • the pressure P is built up to a first lower level pressure P 1 at a time about when the electrical current is built up along a sloped line to a point I1.
  • the pressure is increased at an appropriate time to a higher pressure P 2 also along a sloped line and this pressure is maintained.
  • the rate of sinking of the insert will accelerate and at a time when it is accelerating the current may be dropped to a lower value I2 so as to insure that the heat will not exceed the solidest temperature of the base aluminum alloy forming the cylinder head body 42.
  • the current may again be built up at a later time and then gradually decayed when the sink rate is continuing to increase.
  • the pressure is held at the pressing P 2 for this time. The pressure is continued after the electrical current flow has stopped as previously noted for a brief period of time.
  • FIG. 13 shows another technique that may be employed and this utilizes increasing the electrical current in three steps to a first level I1, a second higher level I2 and a third still highest level I3. Between the shift from the levels I1-I2 and I2-I3, there is a decrease that is initiated so as to avoid the generation of too high a temperature that might exceed the solidest temperature of base cylinder head material.
  • the pressure is built up to a pressure P 2 in a single stage and beginning before current is imposed and completing to the maximum pressure P 2 at some time during the initial buildup of the current flow to the value I1. Again, this is done so as to ensure against exceeding the solidest temperature of the base cylinder head material 42.
  • the temperature relationships for the three exemplary materials are shown in FIG. 14 wherein the solidus temperature and melting point are shown for each of the three exemplary materials (AC4C, AC4B and AC2B).
  • the shaded areas shows the temperature employed during the actual bonding technique.
  • the temperature does not exceed the respective solidus temperatures 555° C. and 520° C.
  • the temperature during the bonding technique ranges from 400° C. up to just under 555°, i.e., 555° C.
  • the temperature range is from 450° to about 515° or slightly under the respective solidus temperatures of 520°. In this way, it is ensured that the resulting bond will have great strength and also will have high temperature resistance, as will be the described in conjunction with FIG. 18.
  • the solidus temperature of the ferrous material is approximately 1,080° C. and hence, there is a difference between the solidus temperatures of the two materials of at least 340°.
  • FIG. 15 is a curve that shows the Thermo Mechanical Analysis (TMA) in configuration of the insert ring material 76 as the temperature increases. It will be seen that the curve rises as the temperature increases but at a temperature of about 838.3° C. this curve has a sharp dip. This is due to the phase transformation that takes place at this temperature. Thus, it is important to ensure that the temperature of the insert ring 67 does not exceed this temperature during the bonding process.
  • TMA Thermo Mechanical Analysis
  • FIG. 16 is an enlarged view which shows the basic material across the transition in proximity to the bonding layer.
  • the aluminum alloy is basically the same constituency and has no mixing with the ferrous material up to the area closely adjoining the bonding surface where the plastic deformation layer is formed. However, there is the plastic deformation area that extends further outwardly and this is the area where the aluminum alloy experiences some work hardening.
  • the area adjacent the bonding surface there is a very thin fusion layer in which on the aluminum alloy side consists primarily of aluminum alloy and on the insert ring ferrous sintered material side is primarily of ferrous sintered material. There is no work hardening or change in physical structure of the remainder of the insert ring ferrous sintered material.
  • the effect of this construction also improves ability of the insert ring to be held in place after subjection to long heat intervals as exist when running.
  • An important characteristic of utilization of this process is that the strength of the joint does not deteriorate significantly after subjecting the joint to a heat soak condition.
  • FIG. 13 shows three different types of bonding processes with the center condition 2 constituting that practicing the invention.
  • Conditions 1 and 3 show situations where the solidus temperature may be exceeded or the pressing temperature and pressure curve may vary in such a way as to result different bonds.
  • the bond is quite strong after initially formed and before the joint has been subjected to any heat load. In fact, the joint strength is approximately the same for each method.
  • the cross-sectional shapes of triangle square or diamond represent the particular specific materials described.
  • the insert ring has been formed from a harder more wear resistant material such as a ferrous material.
  • a harder more wear resistant material such as a ferrous material.
  • the insert ring is formed from a light-weight alloy and these two are bonded.
  • the invention has particular utility where, as noted, there is a substantial difference between the solidus temperatures of the insert ring and the base material to which it is joined.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lift Valve (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
US08/804,456 1996-03-05 1997-02-25 Bonded valve seat and method Expired - Fee Related US5860401A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP04765796A JP3546261B2 (ja) 1996-03-05 1996-03-05 異種金属材料の接合方法
JP8-047657 1996-03-05

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US5860401A true US5860401A (en) 1999-01-19

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Cited By (10)

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US6098590A (en) * 1995-10-30 2000-08-08 Daimlerchrysler Ag Cylinder head for internal combustion engines
US6240891B1 (en) * 1997-12-23 2001-06-05 Scania Cv Aktiebolag (Publ) Cylinder head for internal combustion engine
US6321710B1 (en) * 1999-08-06 2001-11-27 Honda Giken Kogyo Kabushiki Kaisha Diffusion joining structure
US6779267B1 (en) * 1997-10-13 2004-08-24 Geramtec Ag Innovative Ceramic Engineering Method for increasing the wear-resistance of a work piece
US20080011976A1 (en) * 2006-07-17 2008-01-17 Richard Brendon Scarlin Steam Inlet Valve of a Steam Turbine
US20110023810A1 (en) * 2009-08-03 2011-02-03 Gm Global Technology Operations, Inc. Cylinder Head Assembly for an Internal Combustion Engine
US9404400B2 (en) * 2008-08-01 2016-08-02 Daf Trucks N.V. Cylinder head with valve seat and method for the production thereof
US20170266763A1 (en) * 2014-08-18 2017-09-21 Origin Electric Company, Limited Metal bonded product and method for producing metal bonded product
US11149595B2 (en) * 2018-06-29 2021-10-19 Honda Motor Co., Ltd. Joining apparatus and method of joining
CN116164151A (zh) * 2023-04-21 2023-05-26 东方电气集团东方电机有限公司 球阀安装结构以及水力发电系统

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DE19806636A1 (de) * 1998-02-18 1999-08-19 Prym William Gmbh & Co Kg Verfahren zum Verbinden von zwei aus härtemäßig zueinander unterschiedlichen Metallen bestehenden Teilen mittels Laserlicht
JP4178758B2 (ja) * 2001-02-08 2008-11-12 株式会社豊田自動織機 バルブシートの接合構造
WO2012081440A1 (ja) * 2010-12-14 2012-06-21 日産自動車株式会社 導電材料の接合体
CN104812517B (zh) 2012-11-22 2018-11-16 株式会社F.C.C. 一体构件制造方法及一体构件

Citations (10)

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GB1150005A (en) * 1965-08-09 1969-04-30 North American Aviation Inc Method of joining aluminium and ferrous members
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Cited By (15)

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US6098590A (en) * 1995-10-30 2000-08-08 Daimlerchrysler Ag Cylinder head for internal combustion engines
US6779267B1 (en) * 1997-10-13 2004-08-24 Geramtec Ag Innovative Ceramic Engineering Method for increasing the wear-resistance of a work piece
US6240891B1 (en) * 1997-12-23 2001-06-05 Scania Cv Aktiebolag (Publ) Cylinder head for internal combustion engine
US6321710B1 (en) * 1999-08-06 2001-11-27 Honda Giken Kogyo Kabushiki Kaisha Diffusion joining structure
US20080011976A1 (en) * 2006-07-17 2008-01-17 Richard Brendon Scarlin Steam Inlet Valve of a Steam Turbine
US9404400B2 (en) * 2008-08-01 2016-08-02 Daf Trucks N.V. Cylinder head with valve seat and method for the production thereof
CN101994596A (zh) * 2009-08-03 2011-03-30 通用汽车环球科技运作公司 用于内燃机的气缸盖组件
US8662045B2 (en) 2009-08-03 2014-03-04 GM Global Technology Operations LLC Cylinder head assembly for an internal combustion engine
CN101994596B (zh) * 2009-08-03 2014-06-11 通用汽车环球科技运作公司 用于内燃机的气缸盖组件
US20110023810A1 (en) * 2009-08-03 2011-02-03 Gm Global Technology Operations, Inc. Cylinder Head Assembly for an Internal Combustion Engine
US20170266763A1 (en) * 2014-08-18 2017-09-21 Origin Electric Company, Limited Metal bonded product and method for producing metal bonded product
US10035221B2 (en) * 2014-08-18 2018-07-31 Origin Electric Company, Limited Metal bonded product and method for producing metal bonded product
US11149595B2 (en) * 2018-06-29 2021-10-19 Honda Motor Co., Ltd. Joining apparatus and method of joining
CN116164151A (zh) * 2023-04-21 2023-05-26 东方电气集团东方电机有限公司 球阀安装结构以及水力发电系统
CN116164151B (zh) * 2023-04-21 2023-07-18 东方电气集团东方电机有限公司 球阀安装结构以及水力发电系统

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EP0794030A1 (en) 1997-09-10
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